Carburetor



G. N. WILCOX cmuamoa Y Filed Feb.- 27. 19.25 2 Sheets-Sheet 1 lllllll//l/ /l Feb. s, 1927.

' G. N.w1|.cox

. lCARBUWTOR Filed Feb. 27', 1.925

2 Sheets-Sheet 2 INVENTOR 1 Patented Feb. 8, 12927.A

Y gelen 'i "GEORGE NWiLooXjoF*eensifoitfjcoitimoieum. u

` CARBURETOR.

My invention relates to carbuietos l ot the 'i typeiwhioh useJnoi'suotion `operated valve to let inV air; andthe .objects fatretofsogeflept and reorganize thosezknox'vn 'nieens'ot'ina ject-ing the fuel on :the engineside of. the

'throttle that v theii' l 4'inherent advantage of .separate means.V inoveclbyf-and Iwith theAV Vthiottle' -to -recluee the' mixture: at4 low throttle. `l .Y A

.In the aeeornpzrnyjing -clrzuvingse-l j Figure 1 is a top vieW'o' a Whole: earbu- :retoifsh'wing how the? thiiottle)isaopened vli'init to :get-e sectionutlhzit more eleerliygillustrates, and showing l,the ll'evei- 16 .conti-olling the adjustable out-.olifbushing 1 8.l Figure 2 is a section taken on thenlines 2-j2,

lof the Wells, passages, throttleshe'ft 4mieleutott lnishing.y Figure visjetopfview, -to fa seelev twice thaitofv Fig.` ".2, :of the tln'ottlev l shaft extension 'illustrating :the Wells l andVV Y poekets. as foiined ,in enc'l# onifthethrottle shaft, with the? sha'i't pi'op'er shown in .sec-

tion taken at thev point on the shettfwheie it is 'Cut'bymline' Figs. 2, 5 anlfgthis section lshowingY `fthe .layout of passages through. the shaft. Figure l is fpeut` o-a hottoifvieuf of the main hotly@ as With-v the Viiost 4chamber and throttleshett removed, end'showsthe-eut-off--bushing and the reliet ventV $15V to prevent leakage, Figuif'e '5" is ,a Viet-.1.1 of .e portion ot thewoeriphery: of

ot f the cut-oft bushing,l shown as though `these suilaoesweie unwouncl and. leid out flat, showing portio'ning-.otfthe teiininaleopenings of :the passages and the relief Yvent -15,eloout such ,zi'swoulcl be usecl `in practice, and Aiis fourtinies'the'lscale of Fig. 2... Figure v6 is a View .ot the throttle sheit extensiom show@ ing, mostly-.ine seetiontalen ety line 6-f6,`

'3, 'the -;pa ssege 8 anch itsj etteehed .poelietancl-Well; anclis 'tothe soa-le of. Fig. t3.

.The nein-idees ineyV gperheps f be liest.. 4uncleistoocl trompa keons'ideletion. chiefly ot .1 l2, :in vwhich A is .the vthrottle-thioeigf 'through which. air Y passes; fiom lett .to rglit.r B y*is fthe disowof llthezeconinion,butteietly.

Fig

cis enough. larger. softhati-.tliej openingis still u .a -littlelargei-thantheP-smwllest point inther 1 in. Fig. 2 'beyond-.the fipree'rr'e'cl;working.

.cheniheriF andy Well G, enclin andfon this Figs; -1 and' 3,end-11ustratesthe releton .sbattere formed. the.Secfmdety` '0r-nter-` .coming in etone openingnfnd. going .out at .eerloureton .wrange ofthrottleiopeningse and ,aceompanyingfspeeds iin'clei: constant. resist- .an-ce ,to-traction; ai'ide'eCh-'clegiee open- -ingot throttlelh a; speed iingeetioni the lowest to the highestgthatxis v.possibleat 'that @throttle ope-niiig,.a.nd .withVA atmet-ion resist-V thezthrottle sli-att and the coveing'suraee 1.-flayout-,Ysliaping fand ypfo-f i l,

the speed 2 increases: Ata the @lowest- Vspeed throttle VWhiohislheife shown .opened.,toaJ 2f position i p agr-.allel Wthfthe @center line: :o f- .the throat. This-is done' because a, viewfzof-the throttle" f-shatt end.-

atta'ehecl'. pants .which best-showshow. they are torniedineygthus be had; 'butin'fpra'ctiee .lf-preterto stop` f down the .greatest ,openingel.eloeutthirty degrees, Vas'inclioatecl-- fbythe Vsolihstop C andloroken-outfleverfD-in Filg..,1. Y vThsfl-oes 65 notlfmeanthat ythe range; is-'fthateniueh less Y lthany in otherl leerlou-retors, .because the throat wenturi of f soin-e- 1 standard .cei'huretors z toi' the seme. size engine. .Vihiled have not tullyfpifoven it,{I rithinkit is pie'feialole .touse the-flange'. .throat :incl1.sozlnewhat, closed sz. throttle, .rather than' e smaller. .throetend .Wideeo'pen throttle, etlestwWith the. foi-1n as...s liowgnj...4 l 1 u VThe .lower` enel fot theA throttle sfslieift E e extended dem te the bee/em 'ef thejfieet medie-te .Wells and .cceleetion pockets .and

passeges. `i V. l e In this. .application e .Well is, defined `,as ,ya if anothei; and. e pocket. Willlbet .a '.eoinpeiftf..

in ent. int'of- Whiohue-l hiclsfthrough. an feopeningand.empties thtouglthe seine one. :.1

Theire-zis,'pin the. caseot an 'automobile J5 i fece, cluexto friction Eplu"s .g1ede,z if any, A,plus

inertie, as fgnea-t als' :the vengine .at that and.' wicle'open throttlethe v.enginelhas its .greatest oioe lold, andV s'houll.-` then .have a '-inlzitureV that' Wilhgive 'the .gieatest pull..

This is the ielhestinixture that is required, as lmeasured bye-the .rich anclipoor hnnts ibeheli 2lit'thislowest.speed` and Wicylejopen f throttle a: Certain quantity@ ret-e` of agir.' is "go-k ingthnough; .loutl there .Willihe .a CertainFCOndition of` .partly-closed thottle and lighter ;loael between .Which'ancl wiclel open. throttle @tween which the engine .blertorum and not -loy ..aetual .propotions,g..vflmtever these Yio ' K, come throttle, and a poorer one at the same airV quantity rate with lighter load, `higher speed and partly closed throttle. Y

l/Vhenthe throttle is in the idling position a small corner of the terminal opening I, of the passage 8, is'open into the notch J, Figs.

2 and 5, and as the throttle is further opened opening 22, of passage X, and L of passage into notch J, openings I and 22 remaining open and their passages 8 and X working with passage. K in the wide Vopen position. However, as all the openings of passages 8 and X are made comparatively small the effect which they 'add is not very material, but there is advantage in keeping them in action, as they can neither lag nor be found filled up 'on a sudden closing Vof the throttle.

lIn explaining the parts and their action l I prefer to first assume that an automobile l their combined effect, except where otherY to which the carburetor is attached is run-V Y ning athigh speed and wide open throttle.

The largest passage K, whose terminal opening is shown at L, Figs. 2 and 5, will be in actionV by reason of the opening L being in registry with notch J, Fig. l, 2, l and 5. Passages 8 and X will also be in action, but Vas they are the same'in principle, what is said of K may be taken as applying to wise stated. In this condition the fuell in the Vwell Gr will be lowered to a point below any of the openings M and N by reason of having to come through the restricted opening 0 from the float chamber-by virtue of this drop in level below that kof the float chamber, which is'at the line P-P, and the fuel for passage K will all be coming into it 'through opening Q at the bottom; openings It, M, N and tV will all be drawing air. Now with the throttle still held wide open, assume that a grade is encountered, slowing the engine by load slowly down to the lowest speed when gears have to be shifted. As this change takes place the fuel will Y be sucked out of well G at a slower rate, and. thelevel in the well will gradually rise, covering first opening N and then M, making l the mixture richer for the hard pull; and

this covering of opening M which is higher than opening V, can take place without covering opening V, because the suction is sufficient to draw pocket W empty while the level in well G is kept up by what comes in at O,-thus allowing opening V to be made n large land openings M and N to ybe madel small. The advantage in this is that in opening suddenly Vfrom a low speedvwith nearly closed throttle an eXtra pick-up dose is needed, which is taken in through opening V from pocket VV, this being then full t-o the then high level of well Gr as opening L is then in cut-off position; this applies to pocket l2, but pocket ll will be full only rIhis is momen- If the same openwhen the engine is stopped. tary and not maintained.

ing were depended on for V and for M andv the pick-up dose taken from the outer well, an opening M which is large enough to give sufficient pick-up might make the mixture too rich on a pull 'downto the same speed*y nozzle anterior to the throttle, is, that if thev throttle is held open so that the opening L is only say one third open, there will be a lesser suction at opening @than if wide openV under the saine condition Vof load, but if opening Leis wide open andrby heavier load the engine is slowed till the suction at Q is the same, the combination of opening L and the throttle has the inherent capability ofV being proportioned by the shaping of opening L so that afdifferent quantity rate of air may be coming in through the'throttle than in the other case, thus distinguishing between a condition of somewhat closed throttle and higher speed, and-a condition of open throttle and slow speed .due to heavier load. Likewise, as between running on a smooth level road with the throttle in such a position as to allow only passages 8 and X to be in action, and running up sucha grade wide open as will hold the speed down so that the air quantity rate is vthe saine as in the other Case, openings I and 22 may be so proportioned with relation to the throttle opening and the suction as to draw less fuel for the lighter load, and openings I, 22 and L with relation to the greater throttleropen` ing and the lesser suction to draw more for the heavier load, whereas, any inspirating means working wholly by the suction anterior to the throttle cannot make this distinc? tion, except possibly by the steady flow of imagine Y 'pieten- 'stroie @his isnot Ytrue: er that para; of''vthe i'angetalen care-o'fby the nozzle anterior to thev thottlefinthese vother*cara bur'etors', as is evidenced by sonievothem using separate nieans Worked by thethrottle l Vto 'effect la similari result.:` hHoWever, ias this principle fis f inherentI iin the' "abovelthrottle A Y idling Apassagesin'sornelof these'carbifretors,

if-'the openings uncovered by the throttle are proportioned lfvvith this 'in view'and no nozzle ,anterior to the-thiottle lis used, 'ain YWhen the throttle is closed enough Iso that opening L Tis completely closed,'wliile theseV openings overlap an'dffin the Wide 'open po sition a-ll'fworle together, We niay consider 4 thesecoi'id lpassageV X separately, aslia's been is What-might be called avernier action,l

for With the's'nialler ainount being used the levelfivoiiljdnot have dropV enough 'to passV openingsf1and4, or would be less controlling lthan the change of level roni thei'un;-

avoidable tilt-of the automobile, or other inaccuracies 1 of action;v but 'as 'the fuel ilovvs by gr-avity'ithroufgh! opening IZ l the. level ni'ust "al'ivaysbeolower in the Well Y lthan; in the 'outer Wellv When thef engine isr'runnin'g subject Sto the restriction of jZyor, on the other hand, if opening @"Were'snia'll enough 'to effect a sufficient drop fory this casethe `niavzrii'niliinldrop in level' underrwide open conditions `Would be ltoo great and; uncover opening-SJC), andyf 1t Will'bee'een that all Athe fuel for' 'passage4 'X "does not lcome #in through theinterrnediiate Well Ybut this i Y l 4tion,v vellsf`5 and 10, and openings M, N, -1, A4, f 91 and l.24'l being; omitted, the'sizes' of .the openings used were, inrdec'iinals oan inch:

passage 'has an opening 7, *corresponding to opening 1Q onpassage K, ythe intermediate Well fcontifolling'only fas to' Whether 3openings 1*'and 4"^get Vfuel 'orfair-.s However', A"it 'will be vseen that opening 4 fiv'illf get@ seine"Y fuel till'. thelevel vin the' outer Well Gr Vfalls below,

'opening Z. f

Passage' i8, well' 10 and pocketV are,

shovvninjFigi. '6, mostly sin -theg sectional part, which/'section is takenon the Iline 6, Fig. Well 1 0 andlpocket 11 correspond to" Y and 512, Vonfpassage "X, openingl14 correspondsto 13, 9 Ito A1, '24to 4, VY25 to Z,

responds to 22.

in the nung position the-thrortiiwiii be f Vbut slightly opened .from a positionsquare f across "the throat, 'by 'the ladjustment screw H, Fig. 1. In this position a vvery-sinall VcornerV of the rst terminal opening I, Figs. 2 and 5, Will be' open to the notch J, Figs.' L1, 2, 4'v and l5, as the suction in this'condition Will ber very high. The change in speed due to change in load will not be Y great With the throttle steady in this posi- :other Vparts..- f i tion, .butthe speed twill fof course be nia-X5?- s anuni ioriihis position vi'vithf-fno` loadl' i "It the "clutchl'is ilet'infto startthewvehi'cle troni .rest and. .the :speed Iis slowed by .the load thus'appl'ie'd, opening 9, Figi; 6, 4'may-.be covered by; thefrise-oi1 the `fuel in WellV 10,

justas '.1 inthe secondpassage' X, -or1`li4 in passagev The object of openings: R, and; 14,besideshelping:'toyatoniize `the .ffuehl fis 4more* p articular-ly i toreduce Tthe' equivalent height thatcthebl'iqui'd"inust bei raised by suction from the fioat-chaniber level-to fthe" throttle thioat,"as `when the liquidnis finixedi YWith a snia'll `proportion oi"- afii fit is the ivspejcitc at the highest'fsuctiogn,making `av veryi ina- -teiial `ii'icrease vvin the richness at Y the -hgh suctions." r

1 TheV major 'propoitioning fot-themixture throughout the speed range: oi rany settlhrotltle opening is effected bythe' size'a'nd height oitopeni-ngsR, :18 and. 14, andV, S and-T, fthe lower the lair opening the {inoie doesth'e gradationtend to be frich at' the lower and poor atthe higherjspeeds. This applies to `V, S and Tja-tten the pocketsare emptied.' 4Openings M,N,-1,K4, Sand -24 and Wells Y .and -10 should` have y'only fa vininorand inedifyi-ngI effect,- a'nd it .is V only 'for the covering and uncovering of openings M and VN that "1?- the partition forming the Well Gr,j,and =V itsV irestricted openings` 0 areused, as no change of level in the spacegGfis required. for the i. lnl testingA thev Eniajorparter andl their.Y 'acrlhe diameterlof opening Oli-Was fg. but'fwas restricted byv a needle-valve'for adjustment,

being'opened ,-j'gVi-oniseat. However, I do not l'favor the use otja yvalve adjustnient l.in this openinggas a changeof adjustment Vin the Ipreferred manner as indicated above.

A restricted "opening Of'yvas" retained, though itis not necessary in thiscase; With a constant levelinQGQorw-With the addition of Wells'Y kand 10,anvd openingsfM, N, 1, 4, 9 and 24,v slight corrections inight be necessary, 'but it is thought that it Willl be helpful to start from the above figures;

By reference to Figs. 4 and it Will beseen` that I have providedA a vent or relief opening 15 to more surely prevent the high suction of nearly closed throttle from drawing like Iii!

.ditions than under lowertlirottl'e conditions,

any-fuel from the openings L and 22 `by leaking betyveen the throttle shaft and its bearing if they are to loosely fitted or Worn. #It Will be seen from Figs. 2 andY 4 that theV loWer throttle bearing vcontaining the notch J is made as a separate bushing 18, which is adjustable in a rotary direction. rlhus by moving the attached lever 16 by turning the stop screw 17, a greater opening of the first terminal opening I Will be had in the idling position, and at each Yposition of the throttle the total terminal; openings Will be somewhat greater. By suitable connections running from this lever to the dash, the bushing 18 may be'sivung through a large angle to give a Wide opening for starting.

It Will be seen that the lever 16, Figs. 1 and 4, comes, by an off-set, through a slot 19, in the main casting, and this slot would constitute a sufficient vent to the float chamber, even ifa baffle Were used to prevent slopping'-, but in case the bushing 18y were not used and the notch J Were cut in the main casting, I have shown a separate vent 20, Figs. 1 and 4, as it is of iinportance to have a large vent forthe benefit of the openings 21 into the Well Gr. When no adjustable bushing 18 is used adjustment would generally be got by an adjustable vent Y into the throat on the engine side of the throttle, but as thisis sometimes used `with almost any type of carburetor, I have not thought best to illustrate its application here.

I claim: y Y `1. In la carburetor, ak constant level fuel chamber, a throttle throat, a throttle Work ing therein, a throttle shaft eXending into the fuel of the fuel chamber, aplurality of fuel passages leading fromV said chamber through said shaft and all gradually and successively opening at a varying rate into the 4throat With the opening of the throttle and on the engine side thereof, air openings into said fuel passages above the fuel level of the fuel chamber, and acceleration pockets connected With said passages,

VVQIn a carburetor, a constant level fuel chamber, a throttle throat, a throttle Working therein, a Well With an opening into it from the fuel chamber, a throttle shaft eX- tending into the fuel in said well, a plurality of fuel passages leading from said vvell through said shaft and all gradually and successively openingy at a varying rate into the throat With the opening of the throttle and on the engine side thereof, air openings into said fuel passages above the fuel level of the fuel chamber, and acceleration pockets connected with said passages. r

3. .In a carburetor, arconstant level fuel chamber, a throttle throat, a throttle Workvarying Width turning gradually and suc-V cessively into registry iv'ithrsaid notch lWith the opening of the throttle, airopenings into said fuel passages .Y above the -fuel level of thefuel chamber, openings between said passages and said wells each below' the highest Working level of the Well with which it connects, acceleration pockets formed lon said shaft, and openings betweensaid passages and said pockets to be closed against air by the Vfuel till the emptying of thev pockets.

4. In a carburetor, a constant level fuel` chamber, a throttle throat, a throttle Work ing therein, a Well with an opening into it tending into the fuel in `said Well, intermediate Wells formed lon said shaft With openings into them from the irst Well, a plurality vof fuel passages leading from said first Well through said shaft, an angularlyV adjustable lower throttle bearing, ya notch in the bottom of the throat and theengine side of the lower lthrottle bearing at'their ,from the fuel chamber, a throttle shaft intersection, terminal openings of said pas- 2 sages of varying Width turning gradually and successively into registry with said notch With the opening of the throt opening through the throttle bearing adapted to register With said terminal openings when l they are in cut off position, air openings into said` fuel passagesabove the fuel level of the fuel chamber, openings between said passages and said wells each beloiv the tle, a vent Y highest Working level of the Well With which i it connects, -acceleration pockets formed on said shaft, and openings between said pas-v sages and said pockets to be closed against air by the fuel till pockets.

Feb. se, i925.

GEORGE N. WiLcoX.

the emptyingy ofthe I 

